Method of operation yielding extended range for single pilot aircraft and systems useful in conjunction therewith

ABSTRACT

Aviation method comprising performing a single-pilot flight of inter-continental duration T&gt;tp=predetermined single-pilot maximal single pilot flight duration; including using pilot-in-command logic empower a single airborne pilot to pilot via an airborne man-machine interface (MMI), only for a time window W&lt;tp, where W includes at least an initial climbing phase of duration t 1  and a final descent phase of duration t 3 ; and using pilot-in-command logic to pilot the aircraft during an intermediate cruising phase occurring between the initial climbing and final descent phases, without recourse to the airborne pilot except during an emergency, thereby to accomplish a single-pilot inter-continental flight of duration T&gt;tp, while utilizing the human airborne pilot only for a time period W&lt;tp.

REFERENCE TO CO-PENDING APPLICATIONS

None.

FIELD OF THIS DISCLOSURE

The present invention relates generally to aircraft.

BACKGROUND FOR THIS DISCLOSURE

Publications such as http://www.wired.co.uk/technology (“Meet the man .. . ”, David Baker) describe extensive (and thus far unsuccessful)efforts ongoing to take “drone technology into the world of civilaviation, . . . so that a pilotless Boeing 737 could potentially shareairspace with the easyJet flight to Santorini . . . Pilotless planeswill . . . be flown by an operator . . . on the ground who sendscommands to the . . . “autopilot”, which then manages adjustments to thethrottle, flaps and rudder to change heading or altitude, and to takeoff or land”, the goal being to “allow civil airspace to be opened up toUAVs”.

A 2012 technical paper by NASA,https://www.google.co.il/?gws_rd=ssl#q=hci+2012+joel+single+transport+category,contemplates ground support for single pilot operations in “transportcategory aircraft” i.e. FAR-25.

The disclosures of all publications and patent documents mentioned inthe specification, and of the publications and patent documents citedtherein directly or indirectly, are hereby incorporated by reference.Materiality of such publications and patent documents to patentabilityis not conceded.

SUMMARY OF CERTAIN EMBODIMENTS

The following terms may be construed either in accordance with anydefinition thereof appearing in the prior art literature or inaccordance with the specification, or as follows: Auto-pilot: intendedto include automated flight control used by most commercial planes toreduce pilot error and workload e.g. at key times like landing ortakeoff.

Redundancy: If one or 2 flight-control computer/s crashes, is damaged byan attack, or suffers from “insanity” caused by electromagnetic pulses,others overrule the faulty one (or two); the aircraft continues safely,and the faulty computers may be ignored, turned off or re-booted.Typically, any flight-control computer whose results disagree withredundant others, is deemed faulty, and voted-out of control by theothers.

FAR: The Federal Aviation Regulations

High-reliability: intended to include equipment produced usingtechnology known in the art for high-criticality (e.g. safety critical)usage, e.g. including redundancy, which may be relied upon not to exceedpre-defined probabilities of failure e.g. a probability of failure ofnot more than 10exp(−9) for large aircraft and 10exp(−8) for smallaircraft.

Satcom: generic term for satellite communications (including but notlimited to the historical Satcom family of communications satellites).

-   ADS-B—Automatic dependent surveillance-broadcast-   ADC—Air data computer-   A/I—Anti ice system-   AMC—Aircraft management computer-   ASC—Aircraft system computer-   CNI—Communication navigation and identification module-   C/P—Co pilot-   ECS—Environmental control system-   ELEC—Electrical system-   EVS—Enhanced visual system-   DDA—Detect and avoid-   DL—Data link-   DPDU—Digital power distribution unit-   Duty time—Time from pilot arriving to work until last landing-   DU—Display unit-   ENG—Aircraft engine-   Flight time—Time from takeoff to land. Accumulate all flights    performed by the pilot before rest-   FAR-23—Regulations for small aircraft certification-   FAR-91—Regulations for private flight operation-   FAR-135—Regulations for on demand commercial flight operation-   FBW—Fly by wire-   FCS—Flight control system-   FMS—Flight management system-   GPWS—Ground proximity warning system-   HYD—Hydraulic system-   IAS—Integrated avionics system, typically including MMI but not AMC-   MMI—Man machine interface-   LG—Landing gear system-   TOC—Top of climb-   TOD—Top of descent-   P—Pilot, aka on-board pilot or air pilot-   PIC—Pilot in command-   RA—Radio altimeter-   RP—Remote pilot, aka ground pilot-   PMS—pilot-in-command Mode Selector-   NAV—Navigation or navigation display-   SOP—Standard of operation, for flight crew-   TCA—Traffic collision avoidance-   TS—Touch screen

Certain embodiments of the present invention seek to provide a systemincluding some or all of: aircraft, ground station, communication andaircraft piloting method, to enable single pilot aircraft, to performlong (private or chartered) flights, such as intercontinental flights.

Certain embodiments of the present invention seek to provide a groundsystem operative to support, via a conventional air-ground communicationlink, a FAR-23 aircraft performing a long (private or chartered) flightcarrying a small number of passengers such as one, two, three or fourpassengers.

Certain embodiments of the present invention seek to provide a systemincluding some or all of: aircraft, ground station, communication andaircraft piloting method, to enable FAR-23 aircraft, rather than FAR-25aircraft whose operation costs are much higher, to perform long (privateor chartered) flights, such as intercontinental flights, carrying asmall number of passengers such as one, two, three or four passengers.

Certain embodiments of the present invention seek to provide anaircraft, and aircraft flight method, in which aircraft controlalternates, or flips back and forth, between an (a single) air pilot anda remote pilot, and wherein, for at least a portion of the aircraft'scruise time when aircraft systems and communication are in normal mode(no major failure), aircraft control is in the hands of a remote pilotrather than an airborne pilot, however, as opposed to proposed pilotlessflights, an air pilot is on board to:

(a) take or retrieve aircraft control for some or all of the followingpossible flight phases: takeoff, the aircraft's ascent phase, descentphase, land, emergency operation and piloting over geographic regionswhich may forbid aircraft control by ground-pilot; and

(b) turn over or restore aircraft control to the remote pilot, when someor each of the above phases terminate.

Certain embodiments of the present invention seek to provide a flightmethod with hybrid or intermittent piloting phases: one phase of“pilotless” operation, used during the easy, more mature cruise phase,in which a remote pilot controls the aircraft, and another pilotedphase, including the complicated higher risk takeoff depart approach andland operations.

Due to weight limitations of FAR-23 aircraft, FAR-25 aircraft arenormally used for intercontinental transportation of passengers.

Advantages of certain embodiments include:

advantageously combining the advantages, of conventional piloted flight(at the more complex and higher risk phase of flight) with theadvantages, e.g. low cost, of contemplated remote pilot flight (duringthe less complex, low risk, long cruising phase);

longer flight duration and ranges for small aircraft such as FAR-23aircraft, or even utilization of cruise time by airborne pilots forother tasks, such as preparing for business meetings, for a pilot flyinghimself on a business trip, or operating a mission payload, for specialmission flights; long flights include intercontinental flights andtypically involve 8 or more flight-hours.

the conventional presence of 2 pilots significantly impedes design of asmall FAR-23 aircraft able to fly intercontinentally Since the presenceof 2 pilots “uses up” a high proportion of the available payload weightallocation.

The FAR-25 need for a minimum crew of only 2 pilots impacts operationcost significantly as for long (>8 hr) commercial flights 3 or morepilots are required.

Certain embodiments of the present invention seek to provide a Cockpitincluding pilot seat which enable two modes of pilot functioning: a.actively piloting the aircraft; and b. resting comfortably whileavoiding unintentional control input to aircraft systems.

Certain embodiments of the invention seek to provide a cockpit for asingle pilot only thereby to reduce at least one of aircraft size e.g.cockpit width, weight, drag and cost.

Certain embodiments of the present invention seek to provide an on-boardpilot man machine interface operative to transfer aircraft controlintermittently at least from onboard pilot-in-command mode to remotepilot-in-command mode and vice versa; to enter a neutralized state or“sleep” state while the pilot is at rest, in which the interfacerefrains from accepting (unintentional) control inputs from the pilot,and to provide air-ground synchronization in which controls executedfrom ground are presented on-board and vice versa.

Pilot-in-command mode selecting logic and controls may be provided toenable at least one of the ground or air pilots to request control ofthe aircraft and to receive same from their man machine interface.

According to certain embodiments, transition logic is provided,according to which an instructor pilot on the ground may always grabcontrol, even without consent on the part of the air pilot P.

According to certain embodiments, transition logic is provided,according to which, in case of certain failure conditions, the pilot incommand is automatic, not human, e.g. as described herein and transitionfrom this state to pilot-in-command=air pilot, occurs only if and whenthe air pilot expresses consent.

There is thus provided, in accordance with at least one embodiment ofthe present invention, The present invention typically includes at leastthe following embodiments:

Embodiment 1. An aviation method comprising performing a single-pilotflight of inter-continental duration T>tp, e.g. using a FAR-23 aircraft,where tp=predetermined single-pilot maximal single pilot flightduration; said performing including: using pilot-in-command logic in aprocessor to empower a single human airborne pilot, aboard the aircraft,to pilot the aircraft, via an airborne man-machine interface (MMI), onlyfor a time window W<tp, where W includes at least an initial climbingphase of duration t1 and a final descent phase of duration t3; and usingpilot-in-command logic in a processor to pilot the aircraft during anintermediate cruising phase occurring between the initial climbing phaseand the final descent phase, without recourse to the human airbornepilot except during an emergency, thereby to accomplish a single-pilotinter-continental flight of duration T>tp, while utilizing the humanairborne pilot only for a time period W<tp.

Embodiment 2. A method according to any of the preceding embodiments andalso comprising an on-board high-reliability processor operative when inoperational mode to determine whether the aircraft at each given pointin time, is being controlled by the airborne man-machine interface(MMI), a human pilot on the ground via a ground-MMI, or an airborneaircraft-management computer.

Embodiment 3. A method according to any of the preceding embodimentswherein the FAR-23 aircraft has a single-seat cockpit, thereby to enablereduced fuel consumption by enabling reduced weight and/or length and/orwidth of the aircraft.

Embodiment 4. A method according to any of the preceding embodiments andwherein the processor is operative, when in operational mode, todetermine that the factor controlling the aircraft is the ground MMI,only responsive to a request to that effect by the airborne pilotfollowed by an acceptance signal from the ground-MMI and only whileaircraft/ground MMI communication is deemed operative.

Embodiment 5. A method according to any of the preceding embodiments andalso comprising an airborne switch accessible to the airborne pilotwhich feeds to the processor and which, upon manipulation by theairborne pilot, momentarily assumes a pilot-selected one of threepossible switch positions respectively corresponding to: airborneman-machine interface (MMI) ground-MMI, and ground-MMI with airborne MMIat rest mode which, upon cessation of the manipulation, returns to afourth, switch-at-rest position.

Embodiment 6. A method according to any of the preceding embodimentswherein the on-board high-reliability processor has a training mode,activated by an airborne switch, and wherein the on-boardhigh-reliability processor is operative when in training mode todetermine that the factor controlling the aircraft is the MMI on theground, responsive to a request to that effect only by the pilot on theground, thereby to facilitate training.

Embodiment 7. A method according to any of the preceding embodimentswherein the aircraft has a single-pilot cockpit and wherein the trainingmode allows training sessions of the airborne pilot by an instructorpilot on the ground.

Embodiment 8. A method according to any of the preceding embodiments andwherein the processor is operative when in operational mode to determinethat the factor controlling the FAR-23 aircraft is the airborneman-machine interface (MMI) responsive to a request to that effect bythe airborne pilot.

Embodiment 9. A method according to any of the preceding embodiments andwherein the processor is operative, when in operational mode, todetermine that if aircraft/ground MMI communication is deemed to beinoperative while the airborne aircraft management computer iscontrolling the FAR-23 aircraft, the airborne aircraft managementcomputer will continue to control the aircraft, unless and until theairborne pilot requests otherwise.

Embodiment 10. A method according to any of the preceding embodimentswherein the airborne pilot is seated on a seat having a first, uprightposition enabling the airborne pilot to interact with the airborne MMI,and a second, reclining position.

Embodiment 11. A method according to any of the preceding embodimentsand wherein the seat adopts the first position during time window W andadopts the second position during the intermediate cruising phase uponrequest by the airborne pilot.

Embodiment 12. A method according to any of the preceding embodimentswherein the seat reverts from the second position to the first, uprightposition if aircraft/ground MMI communication is interrupted.

Embodiment 13. A method according to any of the preceding embodimentsand also comprising an airborne high-reliability switch accessible tothe airborne pilot which feeds to the processor and which uponmanipulation by the airborne pilot momentarily assumes a pilot-selectedone of three possible switch positions respectively corresponding to:airborne man-machine interface (MMI), ground-MMI, and ground-MMI withairborne MMI at rest mode wherein the airborne MMI is in an inoperativemode, which does not accept inputs from a first time-point at which theairborne pilot selects a position other than the airborne man-machineposition and until a second later time-point at which the airborne pilotselects the airborne man-machine interface position, thereby to preventinadvertent operation of the airborne MMI while the airborne pilot is atrest.

Embodiment 14. A method according to any of the preceding embodimentswherein the airborne MMI feeds airborne pilot-generated commands to thehigh-reliability processor which is operative to implement the commands,to transmit data, based at least partly on at least one of said commandsto the ground MMI, to receive remote pilot-generated commands from theground MMI, and to implement the remote pilot-generated commands if thefactor controlling the FAR-23 aircraft is the ground-MMI.

Embodiment 15. A method according to any of the preceding embodimentswherein if the aircraft is being controlled from the ground andaircraft-ground communication is determined to have been lost,pilot-in-command mode transitions from ground to airborne pilot in twostates: first from ground to automatic, and only subsequently,responsive to action by the airborne pilot, from automatic to airbornepilot.

Embodiment 16. A method according to any of the preceding embodimentswherein the upright pilot seat position is employed when the aircraft isbeing controlled by the airborne pilot, the reclining pilot seatposition is employed when the aircraft is being controlled from theground, and when the aircraft is being controlled via anemergency/automatic pilot-in-command mode, the pilot seat, if in itsreclining position, automatically reverts to its upright position.

Embodiment 17. A method according to any of the preceding embodimentswherein if an emergency is detected rendering air-pilot control of acurrently air-pilot controlled aircraft ineffective, pilot-in-controlresponsibility for the aircraft transitions from the air to the groundin two stages including:

a first stage in which upon detection of the emergency, aircraft controlautomatically transitions to an aircraft management computer, and

a second stage in which upon detection of a pre-defined remote pilotinput, aircraft control automatically transitions from the aircraftmanagement computer to the remote pilot.

Embodiment 18. A computer program product, comprising a non-transitorytangible computer readable medium having computer readable program codeembodied therein, said computer readable program code adapted to beexecuted to implement an aviation method, said method comprising thefollowing operations:

while performing a single-pilot flight of inter-continental durationT>tp, e.g. using a FAR-23 aircraft, where tp=predetermined single-pilotmaximal single pilot flight duration:

-   -   using pilot-in-command logic to empower a single human airborne        pilot, aboard the aircraft, to pilot the aircraft, via an        airborne man-machine interface (MMI), only for a time window        W<tp, where W includes at least an initial climbing phase of        duration t1 and a final descent phase of duration t3; and    -   using pilot-in-command logic to pilot the aircraft during an        intermediate cruising phase occurring between the initial        climbing phase and the final descent phase, without recourse to        the human pilot except during an emergency,

thereby to accomplish a single-pilot inter-continental flight ofduration T>tp, with recourse to the human pilot only for a time periodW<tp.

Embodiment 19. A method according to any of the preceding embodimentswherein said flight of inter-continental duration comprises aninter-continental flight.

Embodiment 20. An aircraft system comprising:

-   -   a single pilot cockpit; and

an aircraft management computer (AMC) controlled by an On-board PilotMan Machine Interface (MMI) in the cockpit and configured, using aprocessor, to: (a) transfer aircraft control intermittently betweenonboard piloting mode (pilot-in-command=airborne pilot), remote pilotingmode (pilot-in-command=remote pilot) and automatic pilot-in-commandmode; (b) to transition between a first operational state in whichcontrol inputs from the pilot are accepted, and a second neutralizedstate (“sleep” state), in which (unintentional) control inputs from thepilot are not accepted, and (c) to provide air-ground synchronization inwhich controls executed from ground are presented on-board and viceversa;

wherein when the remote pilot is in command and the aircraft managementcomputer detects loss of uplink communication, the aircraft managementcomputer automatically reverts to automatic pilot-in-command mode, untilsuch time as the air pilot actively assumes command.

Embodiment 21. A system according to any of the preceding embodimentsand also comprising a ground station manned by the remote pilot andhaving a MMI synchronized to the aircraft's MMI and whereinsynchronization provided employs synchronization technology used tosynchronize a plurality of redundant avionics systems manned by aplurality of airborne pilots respectively.

Embodiment 22. A system according to any of the preceding embodimentsand also comprising a pilot-sensible warning provider in the cockpit,wherein the MMI is operative to detect at least one emergency situation,including loss of aircraft-ground communication and responsively, toactivate the warning provider.

Embodiment 23. A system according to any of the preceding embodimentsand also comprising a switch in the cockpit which enables the on-boardpilot to request control responsive to which the MMI transfers controlto onboard piloting mode.

Embodiment 24. A method according to any of the preceding embodimentswherein tp is a single pilot flight time duration determined bycommercial (FAR-135) flight regulations.

Embodiment 25. A method according to any of the preceding embodimentswherein tp is a single pilot flight duration determined by private(FAR-91) flight regulations.

Embodiment 26. A method according to any of the preceding embodimentswherein tp is a shortest single pilot flight duration from among severalsuch durations defined for each of several respective geographic regionsalong the aircraft's route.

Embodiment 27. An aviation method comprising:

performing a single-pilot flight of inter-continental duration T>tp,e.g. using a long flight duration transport aircraft, wheretp=predetermined single-pilot maximal single pilot flight duration;

said performing including:

-   -   using pilot-in-command logic in a processor to empower a single        human airborne pilot, aboard the aircraft, to pilot the        aircraft, via an airborne man-machine interface (MMI), only for        a time window W<tp, where W includes at least an initial        climbing phase of duration t1 and a final descent phase of        duration t3; and using pilot-in-command logic in a processor to        pilot the aircraft    -   during an intermediate cruising phase occurring between the        initial climbing phase and the final descent phase, without        recourse to the human airborne pilot except during an emergency,

thereby to accomplish a single-pilot inter-continental flight ofduration T>tp, while utilizing the human airborne pilot only for a timeperiod W<tp.

Embodiment 28. A method according to any of the preceding embodimentswherein the long flight duration transport aircraft has a single-seatcockpit, thereby to enable reduced fuel consumption by enabling reducedweight and/or length and/or width of the aircraft.

Also provided, excluding signals, is a computer program comprisingcomputer program code for performing any of the methods shown anddescribed herein when said program is run on at least one computer; anda computer program product, comprising a typically non-transitorycomputer-usable or -readable medium e.g. non-transitory computer-usableor -readable storage medium, typically tangible, having a computerreadable program code embodied therein, said computer readable programcode adapted to be executed to implement any or all of the methods shownand described herein. The operations in accordance with the teachingsherein may be performed by at least one computer specially constructedfor the desired purposes or general purpose computer speciallyconfigured for the desired purpose by at least one computer programstored in a typically non-transitory computer readable storage medium.The term “non-transitory” is used herein to exclude transitory,propagating signals or waves, but to otherwise include any volatile ornon-volatile computer memory technology suitable to the application.

Any suitable processor/s, display and input devices may be used toprocess, display e.g. on a computer screen or other computer outputdevice, store, and accept information such as information used by orgenerated by any of the methods and apparatus shown and describedherein; the above processor/s, display and input devices includingcomputer programs, in accordance with some or all of the embodiments ofthe present invention. Any or all functionalities of the invention shownand described herein, such as but not limited to operations withinflowcharts, may be performed by any one or more of: at least oneconventional personal computer processor, workstation or otherprogrammable device or computer or electronic computing device orprocessor, either general-purpose or specifically constructed, used forprocessing; a computer display screen and/or printer and/or speaker fordisplaying; machine-readable memory such as optical disks, CDROMs, DVDs,BluRays, magnetic-optical discs or other discs; RAMs, ROMs, EPROMs,EEPROMs, magnetic or optical or other cards, for storing, and keyboardor mouse for accepting. Modules shown and described herein may includeany one or combination or plurality of: a server, a data processor, amemory/computer storage, a communication interface, a computer programstored in memory/computer storage.

The term “process” as used above is intended to include any type ofcomputation or manipulation or transformation of data represented asphysical, e.g. electronic, phenomena which may occur or reside e.g.within registers and/or memories of at least one computer or processor.The term processor includes a single processing unit or a plurality ofdistributed or remote such units.

The above devices may communicate via any conventional wired or wirelessdigital communication devices, e.g. via a wired or cellular telephonenetwork or a computer network such as the Internet.

The apparatus of the present invention may include, according to certainembodiments of the invention, machine readable memory containing orotherwise storing a program of instructions which, when executed by themachine, implements some or all of the apparatus, methods, features andfunctionalities of the invention shown and described herein.Alternatively or in addition, the apparatus of the present invention mayinclude, according to certain embodiments of the invention, a program asabove which may be written in any conventional programming language, andoptionally a machine for executing the program, such as, but not limitedto, a general purpose computer which may optionally be configured oractivated in accordance with the teachings of the present invention. Anyof the teachings incorporated herein may, wherever suitable, operate onsignals representative of physical objects or substances.

The embodiments referred to above, and other embodiments, are describedin detail in the next section.

Any trademark occurring in the text or drawings is the property of itsowner and occurs herein merely to explain or illustrate one example ofhow an embodiment of the invention may be implemented.

Unless specifically stated otherwise, as apparent from the followingdiscussions, it is appreciated that throughout the specificationdiscussions, utilizing terms such as, “processing”, “computing”,“estimating”, “selecting”, “ranking”, “grading”, “calculating”,“determining”, “generating”, “reassessing”, “classifying”, “generating”,“producing”, “stereo-matching”, “registering”, “detecting”,“associating”, “superimposing”, “obtaining” or the like, refer to theaction and/or processes of at least one computer/s or computingsystem/s, or processor/s or similar electronic computing device/s, thatmanipulate and/or transform data represented as physical, such aselectronic, quantities within the computing system's registers and/ormemories, into other data similarly represented as physical quantitieswithin the computing system's memories, registers or other suchinformation storage, transmission or display devices. The term“computer” should be broadly construed to cover any kind of electronicdevice with data processing capabilities, including, by way ofnon-limiting example, personal computers, servers, computing system,communication devices, processors (e.g. digital signal processor (DSP),microcontrollers, field programmable gate array (FPGA), applicationspecific integrated circuit (ASIC), etc.) and other electronic computingdevices.

The present invention may be described, merely for clarity, in terms ofterminology specific to particular programming languages, operatingsystems, browsers, system versions, individual products, and the like.It will be appreciated that this terminology is intended to conveygeneral principles of operation clearly and briefly, by way of example,and is not intended to limit the scope of the invention to anyparticular programming language, operating system, browser, systemversion, or individual product.

Elements separately listed herein need not be distinct components andalternatively may be the same structure. A statement that an element orfeature may exist is intended to include (a) embodiments in which theelement or feature exists; (b) embodiments in which the element orfeature does not exist; and (c) embodiments in which the element orfeature exist selectably e.g. a user may configure or select whether theelement or feature does or does not exist.

Any suitable input device, such as but not limited to a sensor, may beused to generate or otherwise provide information received by theapparatus and methods shown and described herein. Any suitable outputdevice or display may be used to display or output information generatedby the apparatus and methods shown and described herein. Any suitableprocessor/s may be employed to compute or generate information asdescribed herein and/or to perform functionalities described hereinand/or to implement any engine, interface or other system describedherein. Any suitable computerized data storage e.g. computer memory maybe used to store information received by or generated by the systemsshown and described herein. Functionalities shown and described hereinmay be divided between a server computer and a plurality of clientcomputers. These or any other computerized components shown anddescribed herein may communicate between themselves via a suitablecomputer network.

BRIEF DESCRIPTION OF THE DRAWINGS

Certain embodiments of the present invention are illustrated in thefollowing drawings:

FIG. 1 is a pictorial illustration which illustrates pilot-in-commandmodes in different stages of flight, all as provided in accordance withcertain embodiments.

FIGS. 2a, 2b are simplified side views of an on-board pilot in atwo-mode cockpit corresponding to Piloting (i.e. active) & Rest-in-Cabinpiloting modes respectively, in accordance with certain embodiments.

FIG. 3 is a simplified semi-pictorial semi-functional-block diagramillustration of a Remote pilot (ground) station, in accordance withcertain embodiments.

FIG. 4 is a simplified pictorial illustration of a Communication Netwhile at Cruise over sea or a Land Area, in accordance with certainembodiments.

FIG. 5a is a simplified pictorial illustration of a conventionalOn-board Pilot Man Machine Interface (MMI) such as the MMI of the IAIGalaxy or G-280.

FIG. 5b is a simplified pictorial illustration of an On-board Pilot ManMachine Interface (MMI) constructed and operative in accordance withcertain embodiments to perform one, some, or all of the following: (a)transfer aircraft control intermittently from onboard piloting to remotepiloting and vice versa; (b) to enter a neutralized state or “sleep”state while the pilot is at rest, in which the interface refrains fromaccepting (unintentional) control inputs from the pilot, and (c) toprovide air-ground synchronization in which controls executed fromground are presented on-board and vice versa.

FIG. 6 is a simplified pictorial illustration of a Remote Pilot ManMachine interface operative in accordance with certain embodiments whichmay for example be used to implement the remote MMI 23 of FIG. 3 and isparticularly suited for single aircraft piloting, including monitoring,by a remote pilot.

FIG. 7 is a diagram of a state machine illustrating pilot-in-commandmodes and transitions therebetween, constructed and operative inaccordance with certain embodiments.

FIG. 8 is a simplified diagram of a pilot-in-command Mode Selector (PMS)switch, constructed and operative in accordance with certainembodiments.

FIG. 9 is a simplified diagram of a pilot-in-command Mode Selector (PMS)digital e.g. touch screen apparatus, constructed and operative inaccordance with certain embodiments.

FIG. 10 is a simplified diagram of a Training Mode Selector (TMS)Switch, constructed and operative in accordance with certain embodimentsin which an instructor pilot on the ground is training an airbornepilot.

FIGS. 11a-11e are simplified diagrams of a Piloting Mode Display in 5respective states, constructed and operative in accordance with certainembodiments.

FIGS. 12=13 are tables showing control and authority logic enabled bythe aircraft management computer, under various piloting modes; some orall of the fields and/or records shown may be provided, according tocertain embodiments

FIG. 14 is a simplified functional block diagram of aircraft systems,some or all of which may be provided in accordance with certainembodiments.

FIG. 15 is a simplified functional block diagram of DAA apparatus usefulin conjunction with certain embodiments of the present invention.

Methods and systems included in the scope of the present invention mayinclude some (e.g. any suitable subset) or all of the functional blocksshown in the specifically illustrated implementations by way of example,in any suitable order e.g. as shown.

Computational components described and illustrated herein can beimplemented in various forms, for example, as hardware circuits such asbut not limited to custom VLSI circuits or gate arrays or programmablehardware devices such as but not limited to FPGAs, or as softwareprogram code stored on at least one tangible or intangible computerreadable medium and executable by at least one processor, or anysuitable combination thereof. A specific functional component may beformed by one particular sequence of software code, or by a plurality ofsuch, which collectively act or behave or act as described herein withreference to the functional component in question. For example, thecomponent may be distributed over several code sequences such as but notlimited to objects, procedures, functions, routines and programs and mayoriginate from several computer files which typically operatesynergistically.

Any method described herein is intended to include, within the scope ofthe embodiments of the present invention, also any software or computerprogram performing some or all of the method's operations, including amobile application, platform or operating system e.g. as stored in amedium, as well as combining the computer program with a hardware deviceto perform some or all of the operations of the method.

Data can be stored on one or more tangible or intangible computerreadable media stored at one or more different locations, differentnetwork nodes or different storage devices at a single node or location.

It is appreciated that any computer data storage technology, includingany type of storage or memory and any type of computer components andrecording media that retain digital data used for computing for aninterval of time, and any type of information retention technology, maybe used to store the various data provided and employed herein. Suitablecomputer data storage or information retention apparatus may includeapparatus which is primary, secondary, tertiary or off-line; which is ofany type or level or amount or category of volatility, differentiation,mutability, accessibility, addressability, capacity, performance andenergy use; and which is based on any suitable technologies such assemiconductor, magnetic, optical, paper and others.

DETAILED DESCRIPTION OF CERTAIN EMBODIMENTS

According to certain embodiments, a system and method of operation isprovided to enable single pilot aircraft to extend its flight durationand range beyond the practical and safe duration of private flightoperation (FAR 91) and/or to overcome flight range limitations currentlyobserved in deference to the 8 flight hour and 12 hour duty timelimitations stipulated in commercial operation regulations (e.g. FAR135).

Commercial single crew operation is limited to 8 flight hours and 12hours duty time. Conventionally, in the case of a single pilot crew thatcannot leave the controls unattended, even for short durations, thepractical regular flight duration is even further limited (4 hrs orless).

Much energy is being devoted to R & D for pilotless transport aircraft.In striking contrast, there does not appear to be any existing solutionfor a mission that includes takeoff, climb, approach and land, in whichhigh risk phases are entrusted to an onboard pilot, whereas the muchsimpler, low risk cruise phase, are under normal conditions piloted by aremote pilot. This is the case even though the cruise phase over theAtlantic is already executed automatically (auto pilot, auto throttleand automatic data link communication with ATC (air traffic controller)under normal conditions. When aircraft systems are operating normally inperforming the original flight plan, the airborne pilots merely monitor,and, should abnormal conditions appear, airborne pilots act accordinglye.g. negotiate a change in the flight plan, with the air trafficcontroller.

According to certain embodiments, the flight comprises at least twomodes of operation (FIG. 1):

(1) aircraft piloted by on-board pilot (pilot-in-command=airbornepilot); and

(2) aircraft piloted by a remote pilot on ground(pilot-in-command=remote pilot).

Typically a third mode is provided, pilot-in-command=automatic mode, toenable safe transition between the first two modes particularly underabnormal conditions; in particular, when the remote pilot is in-commandand the aircraft system detects loss of uplink communication, theavionics e.g. AMC typically automatically reverts topilot-in-command=automatic mode, until such time as the other pilot,typically the air pilot, actively assumes command (by requesting oraccepting pilot-in-command=airborne pilot mode).

The automatic pilot-in-command mode may be similar to those existingtoday such as Heron, an IAI (Israel Aerospace Industries)-made UAV(unmanned aerial vehicle).

Typically, during cruise phase, the Aircraft Management Computer 15,when in automatic pilot-in-command mode, is operative as follows:

a. If aircraft was assigned to a flight plan route and altitude,automatic piloting mode is operative to follow the assigned flight plan,altitude and speed (e.g. the last that was confirmed by the pilot incommand).b. If aircraft was assigned to heading or other, automaticpilot-in-command mode is operative maintain assigned/last heading,altitude and speed for pre-determined time and then turn to the next waypoint of last confirmed flight plan route.c. If flight plan was lost, Aircraft Management Computer 15, when inautomatic piloting mode, is operative to enter hold pattern.

Typically, the Aircraft Management Computer 15, when in automaticpilot-in-command mode, has the ability to carry out an emergency landingwithout ILS (instrument landing system), e.g. similar to that used byIAI UAV's Heron. The Aircraft Management Computer 15, when in automaticpiloting mode, typically also is confirmed for recovery from out offlight envelope scenario (as in IAI UAV's Heron) and performingemergency descent when cabin pressure is lost (as in IAI's G-280), e.g.as described in detail below

The aircraft may be piloted by the on-board pilot up to top of climb(TOC) and after top of descent (TOD). When cruising, typically from TOCto TOD, the aircraft may be piloted by a remote pilot unless and untilabnormal conditions warrant emergency involvement of the on-board pilot.

Referring to FIG. 1, the flight method of piloting typically comprises 3piloting phases:

-   -   1. In the initial phase (50), the aircraft (1) is piloted by        on-board pilot (11) from initialization to TOC (43—Top Of        Climb). A remote pilot (21) may monitor and support the on-board        pilot.    -   2. In the intermediate phase (51), after top of climb (TOC) and        after cruise mode has been entered, aircraft piloting is        transferred to the remote pilot (21) at the ground station (20).        The remote pilot monitors and controls the aircraft via        satellite (30) data link communication (31). The on-board pilot        may release himself from duty and enter rest mode (12). Flight        path may be maintained by an auto pilot and auto throttle that        are controlled and/or monitored by the remote pilot. This phase        comprises the major temporal portion of long flights. Time in        which the pilot is resting, need not be considered flight time.    -   3. In the final phase (52), the aircraft piloting is transferred        again to the on-board pilot. The transfer may be done usually        toward top of descent (TOD) (44) and the on-board pilot may        pilot the aircraft, typically until flight ends. (42). A remote        pilot (21) may monitor and support the on-board pilot.

Referring to FIGS. 2a-2b , the aircraft features may include some or allof:

-   -   a. Pilot that may be on duty (11) piloting the aircraft or in        rest mode (12) with a cockpit and pilot seat that enable        comfortable rest and avoid unintentional control inputs to        aircraft systems    -   b. Integrated Avionics System 14 typically includes an Onboard        MMI (Man Machine Interface unit) 13 enables pilots to aviate,        communicate and navigate, as done on today's advanced aircrafts        such as IAI G-280.    -   c. Aircraft Management Computer 15 enables pilot-in-command        logic and emergency autonomous piloting e.g. as described herein        with reference to FIGS. 11 and 12. The above capability is known        in the art e.g. is implemented in state of the art aircraft such        as Eclipse and Pc-24.    -   Typically, all monitor and control data is on a data bus to        facilitate easy sharing of that data between aircraft and ground        station through the communication net.

The above architecture enables an aircraft, according to certainembodiments, to receive remote pilot inputs through the data link, andto function similarly to an aircraft whose onboard pilot ispilot-in-command.

Typically, the Aircraft Management Computer 15 has automatic capabilityto set an initial response in critical failure scenarios, and enablesdealing with such scenarios by remote pilot or autonomously, before anon-board pilot takes over the controls. For example, the initialresponse may be to alert the air control facility and/or all aircraft inthe vicinity that the aircraft is in emergency mode, thereby toencourage all aircraft to avoid the immediate vicinity of the aircraftin emergency mode.

-   -   d. All of the aircraft non avionic systems 16 shown in FIG. 14        are typically controlled by the Aircraft Management Computer 15    -   e. Onboard MMI (Man Machine Interface unit) 13 that enables:        -   E1. Onboard pilot to execute piloting functions (as a usual            aircraft) but with remote pilot monitoring of all activity            from remote MMI (23).        -   E2. Onboard pilot monitors all remote pilot piloting            activity when the remote pilot is piloting the aircraft.        -   E3. Eliminate unintentional inputs to the onboard MMI when            the onboard pilot is resting.    -   To achieve E1, E2 both MMI are typically synchronized to present        the same controls status at the same time. Typically, when a        remote pilot is piloting the aircraft, all control actions that        are executed from the ground station are presented on the        aircraft onboard control panel, and vice versa: when the air        pilot is piloting the aircraft, all control actions that are        executed from the air are presented on the ground control panel.        This may for example be implemented by:    -   A. AMC (Aircraft management computer) 15 e.g. as described        above.    -   B. Using some or all of the following type of controls        (switches) which facilitate synchronization between the onboard        and remote MMI:        -   B1. “touch screen” (as in smart phones and some new aircraft            control panels such as Garmin 3000 avionics and G-500            bizjet),        -   B2. Cursor control switches that enable to control function            on a display, such as that which exists in fighter aircraft            and in some new BizJets such as IAI G-280.        -   B3. “Momentary switches” which actuate when momentarily            shifted or pressed, and which, when released reverts back to            neutral. Use of momentary switches in aircraft is known,            such as in a Boeing overhead panel or in Avidyne avionics.        -   B4. “active controls” that change position in one pilot MMI            when changed by the system or the other pilot. “active            control” is used in some conventional Fly by wire (FBW)            sticks such as F-35 and G-500/600 and in auto throttle            applications as in, say, IAI G-280 and may enable suitable            synchronization.    -   Data link communication with ground station is done by redundant        SAT COM units (17) and antennas (34).    -   A flight control system 18, typically FBW—Fly by wire, is        provided to enable the reliability required at remote piloting        mode.        -   A DAA (Detect And Avoid) system 19 provides a suitable level            of safety regarding preventing of a colliding threat with an            uncooperative aircraft. The level of safety may even exceed            that provided by a human airborne pilot who, when in cruise,            does not search for aircrafts continually.

According to certain embodiments, two AMC's are provided, one on-boardand another on the ground. According to certain embodiments, the groundstation manned by the remote pilot has an MMI and optionally AMC eachsynchronized to the aircraft's MMI and AMC, respectively. Thesynchronization provided may for example employ any suitablesynchronization technology used to synchronize a plurality of redundantavionics systems manned by a plurality of airborne pilots respectively.

-   -   FIG. 15 is a simplified functional block diagram of DAA        apparatus components, some or all of which may be provided in        Detect And Avoid system 19.    -   Detect And Avoid (DAA) functionality may be based on integration        of some or all of the following components, as shown in more        detail in FIG. 14:    -   (a) radar 226 (FIGS. 14, 15), configured to detect and track        several aircrafts (e.g. Elta 3032) in at least the same range        and area that a pilot could have detected.    -   (b) Algorithm to correlate TCAS/ADS-B 224 (e.g. L-3 T³CAS)        tracks with the radar tracks e.g. as done in ground air traffic        surveillance systems between secondary and main radar    -   (c) each “new” track that fails to appear on ADS-B is added to a        collision avoidance process performed by TCAS/ADS-B 224 to        detect collisions threats and set guidance to avoid.    -   (d) Auto pilot 260 may be slaved to collision avoidance guidance        and execute the required maneuver.    -   When an on-board pilot is piloting the aircraft, systems 13 and        14, 15, 16, 18 are utilized and data link with the ground is        used for monitoring of a remote pilot.    -   When a remote pilot is piloting the aircraft, systems 17, 34        (SAT COM and antennae), and 14, 15, 16, 18 are utilized and        onboard MMI unit 13 may, if desired, enable on-board pilot to        monitor and/or assist as a co-pilot conventionally does.

Switching from on-board piloting to remote piloting typically comprisesan on-board piloting activating request on the control unit 150 or 155followed by a limited time window during which the remote pilot mustrespond via his control unit 150 or 155 that he accepts control. If theremote pilot does not respond, the switch does not occur and instead,the air pilot remains pilot-in-command.

-   -   Switching from remote piloting to on-board piloting may for        example be done by one of the following two methods:        -   i. Onboard pilot initiates takeover using onboard pilot's            control unit 150 or 155        -   ii. Automatically, when uplink is lost, from the moment            onboard pilot confirms via his control unit that he has            taken over. If onboard pilot does not confirm, or for as            long as onboard pilot fails to confirm, aircraft is piloted            automatically in the 3^(rd) pilot-in-command mode, namely            automatic, aka “safe default” mode e.g. as described in            detail below.

To ensure a resting airborne pilot takes control when needed, alarmapparatus (10) is used to provide a pilot-sensible

alarm e.g. via audio, visual, vibration, movement or other.

Referring again to FIGS. 2a-2b , according to certain embodiments adual-mode pilot seat is provided having two modes of operation: Piloting& Rest-in-Cabin (reclining).

-   -   To enable pilot rest in small aircrafts, where an additional        rest cabin is not practical, the cockpit is transformed into a        rest cabin for the single pilot.    -   Pilot seat (2 a), with a design similar to business or first        class transport aircraft, may have 2 positions:        -   (2 a) Upright (seating) position that may be used in            piloting        -   (2 b) reclining (bed) position that may be used in resting.    -   Cockpit geometry design accommodates the space needed for the        seat to assume its reclining position e.g. cockpit aft frame (3)        may be far enough backwards to enable (4) dimension.

The pilot seat's transition from upright position and reclining positionmay be controlled by electrical actuators normally operated manually bythe pilot to enable her or him to transition from upright to rest andvice versa, as for controls of first and business class seats intransport aircraft. In addition, the seat may automatically revert fromreclining mode back to upright mode when the system or remote pilotdetermine that the air pilot must be asked to retake control although heis in rest mode, e.g. as described herein.

-   -   When rest-in-cabin mode is operational, typically, Pilot MMI        (13) is neutralized to avoid unintentional inputs.        To wake up pilot when needed, any or all of the following        techniques may be used: Audio (10), lights, vibrations and        shifting the seat from its reclining position to its upright        position.

Referring to FIG. 3, ground station features may include some or all of:

-   -   a. Operator's work-station space (21) which includes one or        several remote pilot work stations (22), which may each control        a different aircraft. Each work station is equipped with remote        MMI (23) that may enable monitoring and control of the aircraft        e.g. as shown in FIG. 6.

Chief remote pilot and technical support work stations (24) are equippedwith multi-aircraft remote MMI (25) that may be similar to remote MMI(23) but may additionally have an option to select monitoring of each ofseveral aircraft, e.g. via remote pilot stations, to supervise or assistas needed.

-   -   b. Support software functionality (55) e.g. including        processor/s and some or all of computer programs 56, 57, 58 as        shown. In particular:

Planning support 56 may for example comprise software commerciallyavailable from: Collins ARINC DirectSM or Jeppesen (FliteStar) Universalon line service (UVflightplanner.com).

Operational monitoring 57 is configured to support the remote pilot byproviding a remote pilot-sensible alert (audio, visual or other)generated automatically when the aircraft's actual flight path (asreceived directly from aircraft and/or as received from ATC tracks)shifts from the aircraft's assigned flight path. The alert is generatedwhen expected aircraft position and/or speed values differ to at least apredetermined extent, from the actual values.

Technical monitoring software 58 is operative to automatically alertwhen any of predetermined aircraft system parameters exceed a pre-setlimit, e.g. by comparing aircraft downlinked parameters to the pre-setlimits.

-   -   d. Data base (60) typically including some or all of data        repositories 61-64 as shown.

Aircraft data repository 61 stores aircraft type publications e.g.flight manual, minimum equipment list and others and may be similar toelectronic flight books (EFB) used by most airlines. Aircraftmaintenance records 62 stores maintenance paperless log book.Aeronautical airspace data repository 63 is available from governmentsources or commercial suppliers as Jeppesen (FliteDeck). PAX 64 includespassenger data e.g. identification name/information, age, gender,weight, special assistance if needed, preferences and other information.

-   -   e. Communication module (65) including SAT COM data & voice with        the aircrafts (e.g. Rockwell Collins ICG NEXTLink ICS-220A)        (66), and SAT antennas (67), cyber warfare module (69) to secure        and check all communications and ground communications (68) e.g.        for some or all of the following: aviation weather (e.g. from        government sources such as ADDS), NOTAMs (Notices to Airmen from        government sources), NAS (National Aviation Services) operators        such as but not limited to some or all of: flight service,        Automatic Terminal Information Service, or ATIS, Clearance, air        ports tower, Departure, Arrival, ATC; NAS (National Aviation        Services) data (e.g. aircraft track files); aircraft technical        support, e.g. local maintenance, OEM (Original equipment        manufacturer) support; back up ground station for redundancy;        and customer service.    -   f. Power module (70) may for example include some or all of:        (a) connection to electrical grid 71        (b) On-line uninterruptible power supply unit 72 design to        enable zero transfer time from external to internal power to        back up short supply interruption (e.g. SolaHD S4KC);        (c) Autonomous generator to back up long interruptions 73.

Sufficient redundancy and/or reliability is provided to yield a similaror better level of safety relative to conventional dual pilot crewoperation.

Ground station reliability typically need not be at aircraft level sinceif the ground station fails, the aircraft may be landed safely by theairborne pilot. The penalty might be higher workload for the airbornepilot and an alternate landing field in shorter range to comply with theairborne pilot's flight and duty time limitations. Loss of groundstation is typically categorized as a major failure. To followcertification guidance, total ground station reliability exceeds 10⁻⁵failures per hour flight.

To enable critical ground station functionality, modules (70), (65),(67) and (26) are typically based on commercially available reliablecomponents e.g. as described above and/or suitable redundancy (e.g.autonomous power back up and redundant communications and workstations). The level of software is typically compatible e.g. as inconventional IAI UAV ground stations.

Some or all of work stations 22 in FIG. 3 may have several operationmodes each, such as but not limited to:

Ground station operational Mode a; at least from takeoff to top of climb(TOC) and from top of descent (TOD) to land, which requires fullattention of the remote pilot to assist and cross-check a singleaircraft onboard pilot piloting.

In this mode, the remote pilot MMI may present all or most of onboardpilot MMI data and controls status.

MMI may have similar graphics as aircraft MMI and its controls aretypically synchronized with the onboard MMI e.g. as described herein.

It is appreciated that this level of synchronization may be providedusing known technology, because in conventional two man cockpits, eachairborne pilot has his own avionics system for redundancy purposes andthe two sides can be mutually synchronous; when one pilot interacts withhis system via his MMI, the other pilot/s system/s can assume the samestate.

Ground station operational Mode b: Emergency support of single aircraftin an emergency situation

This mode typically requires full attention of the remote pilot toassist and cross check onboard pilot piloting, even if the remote(ground) pilot controls several aircraft simultaneously under normalcruising conditions.

In this mode, as in (a) above, the remote pilot MMI may present all ormost of onboard pilot MMI data and controls status.

MMI may have similar graphics as aircraft MMI and its controls aretypically synchronized with the onboard MMI e.g. as described herein.

Additional to remote pilot, technical specialists may have anothersimilar type of MMI to assist in technical failures. The technicalspecialist may have some additional system indications and controls thatare beyond the pilot's indications, to assess them in analyzing andsolving any technical failure.

Ground station operational Mode c: Managing aircraft in cruise mode, innormal conditions in which no major failure has been detected, is a lowworkload task that enables one remote pilot to manage more than oneaircraft, if desired. Mode c may be provided if it is desired for theground pilot to simultaneously control more than one aircraft. This maybe enabled by (1) presenting more than one aircraft main data requiredto control flight path (2) using data communication with ATC (airtraffic control) that enable the remote pilot to interact with more thanone ATC simultaneously and (3) reliable alert system configured todetect aircraft track shift or aircraft system failures.

Referring to FIG. 4, it is appreciated that when pilot-in-command=remotepilot, aircraft to/from ground station point to point connectivity istypically considered critical and requiring a high level of reliability.To improve reliability and to avoid generic failure, suitablesafety-critical technology may be employed. For example any of, or any(redundant e.g.) combination of, the following available communicationsystem technologies may be used:

-   -   1. Low orbit satellites (30) as Iribume service enables a system        with full global coverage by using aircraft-satellite,        satellite-satellite and then satellite-ground relay (31).    -   2. Geostatic satellite system (34) enables global coverage,        except the poles, by using aircraft-satellite,        satellite-satellite and satellite-ground relay (35)    -   3. Ground to air system (38) with a net of ground antennas (37)        line connected (39) to ground station which may enable full        coverage as the aircraft cruises over land, as opposed to        cruising over oceans.    -   4. High Frequency (36) data communication which may enable        limited back up over oceans. The antenna may be set at ground        stations.    -   Additional data may be made available to the ground station        through ATC (air traffic control) centers (80) and through        communication lines (86). This data contains assigned “flight        plan” and actual position and trend of the aircraft. ATC data is        a redundant source for aircraft position and ATC-aircraft        assigned flight plan. ATC data may be based on some or all of:    -   a) prime and secondary surveillance radars (81)    -   b) ADS-B that receives cooperating aircraft data link (83)        through ground stations (82) or SAT COM    -   ATC-aircraft data link or voice communication that contain        assigned flight plan updates. The point to point connectivity        between ground station and aircraft may be used to perform some        or all of the following:    -   a) Send data from aircraft data buses to generate the data on        the remote pilot's MMI displays.    -   b) Enable the remote pilot's manipulations of his controls to be        sent to the aircraft enabling control of aircraft systems and to        be presented on the airborne pilot's MMI.    -   c) Cross check of the communicated data from the multi channel        types enables improving robustness, and provides immunity from        unauthorized intruders    -   d) Send voice and data communication between ATC and aircraft        and enable the remote pilot to monitor or operate ATC-aircraft        negotiations ATC position and assigned flight plan may be        presented on an aircraft location map (27) in the remote pilot's        room in the ground station.    -   FIG. 5a (prior art) depicts a conventional airborne MMI similar        to that which exists in most of today's aircrafts e.g. in        Boeing's 777 and IAI G280.

Display information of aircraft status may be presented on any or all ofdisplays (421-423, 431) and may be available on digital communicationlines and transmitted through data link to the ground. Most state of theart transport aircraft have the option to transmit some status messagesthrough data link e.g. via their ACARS system (preliminary capability inBoeing's B767; enhanced capability on Boeing's B777, B787 and EmbraerE190).

The MMI of FIG. 5b , which may be used to implement airborne MMI 13 ofFIG. 2a , typically provides some or all of the monitor and controlfunction in state of the art aircraft. In the MMI of FIG. 5b , unlikethat of FIG. 5a , all or most of the analog controls implementing pilotinputs to the aircraft may be replaced by touch screens to easesynchronization between, and teamwork with, a remote pilot MMI. In theembodiment of FIG. 5b , all inputs typically go through a digitalcomputer hence are available to be sent through a data link to theground station.

Typically the MMI is designed for a single pilot on-board. The MMItypically includes some or all of:

(524)—display and control panels that enable most of the controlfunctions including: auto pilot, flight management system (FMS) andsystem controls. They may be “touch screens” and have some momentaryswitches that make control status easy to synchronize with remote pilotMMI.

Displays (521), (522), and (523) are displays whose control capabilityis via touch screens or cursor operation or momentary switches. Displays(521), (522), and (523) present primary flight display (PFD), NAV andsystems status respectively.

(C3) Number of controls that control a system directly is reduced asmuch as possible; these controls are typically momentary-type, whichenable easy synchronization with remote pilot MMI

Comparing the embodiment of FIG. 5b with the prior art system of FIG. 5a:

Analog controls (411), (412), (413) and (414) in FIG. 5a e.g. knobs,push buttons and manual switches that typically control aircraft systemsdirectly rather than through a digital computer May be difficult tosynchronize reliably with the remote pilot MMI. Therefore, in theembodiment of FIG. 5b , all or most of the analog controls are typicallyreplaced by touch screens (530) to enhance synchronization with a remotepilot MMI. In the embodiment of FIG. 5b , all inputs typically gothrough a digital computer hence are available to be sent through datalink to the ground station.

Controls (513), (150) and (170) in the embodiment of FIG. 5b are notembedded in the touch screens. The number of controls in this group istypically as small as possible or even zero, depending e.g. on humanengineering considerations; these controls are typically momentary-type,to enhance synchronization with the remote pilot MMI.

Display units (421), (422) and (423) may be arranged in differentconfigurations than that specifically illustrated in FIG. 5a andanalogously in FIG. 5b —elements 521, 522, 523 respectively—and enable apilot to perform the following functions:

-   -   Aviate by the PFD (Pilot Flight Display) 421    -   Navigate with weather terrain and other traffics by ND (Nave        Display) 422    -   Monitor and control aircraft systems status (423)

These displays may also be provided in MMI 13 (elements 521, 522, 523)and the need to duplicate displays for the benefit of a co-pilot isobviated, thereby saving space.

Flight Management System (FMS) MMI 431 includes display and controls. Aplurality of such units may be provided for redundancy and may beconventionally synchronized to one another.

In the embodiment of FIG. 5b , Flight Management System (FMS) controlsmay be embedded in the touch screens (530) as is presented in FIG. 5b ormay remain as shown in FIG. 5a

Stick and pedals devices 401, 402 control primary flight controlsurfaces. These controls are typically provided in the embodiment ofFIG. 5b as indicated by reference numerals 501, 502 respectively, butonly for the onboard pilot and are not provided in the remote MMI usedby the remote pilot, because typically, the remote pilot managespiloting only via auto pilot modes.

Referring to FIG. 6, Remote pilot MMI 23 of FIG. 3 may for example besimilar to conventional onboard MMI and may provide some or all of thefollowing:

-   -   1. As shown in FIG. 6, particularly for single aircraft,        monitoring module (620) may be similar or identical to a        conventional onboard MMI except that the other-pilot inputs that        the remote pilot gets are from the air, whereas the other-pilot        inputs that the air pilot gets are from the ground. The ground        MMI may comprise display and other controls that present        aircraft MMI status to a remote pilot and let the remote pilot        operate the controls. It includes some or all of the following:        display units (621), (622), (623) that present PFD, NAV and        systems status.—Touch screens (624) that enable pilot inputs;        and (625)—other controls not via touch screens. Element 630        typically includes displays for management and support data,        such as but not limited to some or all of: forward looking video        from aircraft, AFM (aircraft flight manual), MEL (minimum        equipment list), aircraft maintenance log. Element (640)        comprises Keyboard and other controls to operate the working        station of the remote pilot.

According to certain embodiments, the air pilot and remote pilot eachinteract via their MMI's with their airborne (AMC) and ground avionicsystems respectively, providing inputs thereto and receiving signalstherefrom, and the two respective systems handshake and interactremotely with one another to achieve synchronization.

FIG. 7 is an example state machine which may be used as logic to governpiloting modes (also termed herein “aircraft control modes” or“pilot-in-command modes”- and method of selecting same (e.g. oftransitioning between pilot-in-command modes); each state in FIG. 7 maycorrespond to a pilot-in-command mode or sub-mode. It is appreciatedthat alternatively, any suitable subset of the states (includingsub-states) and/or transitions in FIG. 7 may be omitted, and anysuitable states and/or transitions may be added.

As shown, in this example, the state machine includes threePilot-in-command Modes:

(101) Onboard pilot piloting,

(105) Remote pilot piloting

(110) Automatic pilot-in-command mode for rare emergency back up.

-   -   Modes (101) and (105) each have two sub modes, in the        illustrated example state chart:    -   other (ground/onboard) pilot monitoring and assisting the        onboard/remote pilot—(103) and (106) respectively; and    -   without other pilot assisting (102) and (107).        In emergency mode (110) sub modes may be:    -   remote pilot (RP) is monitoring (112) and    -   remote pilot (RP) not monitoring (113).    -   The transitions between states may include some or all of the        following, as shown in FIG. 7:    -   Transition (120) Activating the system is done from on-board        pilot MMI. Initial default is (102) mode    -   Transition (122). After mode (102) has been initialized, the        aircraft system may send a message to the ground station, aka GS        to set two-way communication. If two-way communication is        successfully established, the system transfers to mode (103).    -   Transition (123) At mode (103), if uplink from the ground        station is lost, the system transfers to mode (102)    -   Transition (124) At mode (103), if onboard pilot (P) selects        Piloting Mode Selector (PMS) to remote pilot (RP), and if remote        pilot (RP) acknowledges in (parameter) seconds, the system        transfers to mode (106).    -   Transition (125) At (106) mode, onboard pilot (P) may take        control by moving control switch 150 or 155 to position P.        Piloting may be set to P typically without remote pilot (RP)        needing to confirm.    -   Transition (128) At (106) mode, if onboard pilot (P) moves        control switch 150 or 155 to rest mode, and if remote pilot (RP)        acknowledges in (PARAMETER) seconds, the system may transfer to        mode (107).    -   Transition (129) At (107) mode, if onboard pilot (P) or remote        pilot (RP) move their piloting mode selector (PMS) 150 or 155 to        position P or position RP, or if aircraft CAS (crew alert        system) detects a failure that requires on-board pilot        awareness, the system transfers to (106) mode, Transition (130)        At (101) mode, if “blue button” used by pilot (if he fears he is        about to become incapacitated or by passengers that recognize        that the pilot is incapacitated) is activated or if system        otherwise detects that pilot is not responsive, the system        transfers to (108) mode.        -   Automatic detection of pilot incapacity is known (United            B744 for example) e.g. by monitoring pilot inputs, detecting            lack of inputs for a certain time and detecting failure to            respond to certain system alerts. Automatic detection of            pilot incapacity by health care monitoring is also known            e.g. as described in Patent document US 2013 0231582.    -   Transition (131) At (110) mode, if onboard pilot (P) selects        Piloting Mode Selector (PMS) to P, the system transfers to mode        (101)    -   Transition (134) At (105) mode, if uplink is lost, system        transfers to (110) mode    -   Transition (136) At (112) mode, if remote pilot (RP) selects        Piloting Mode Selector (PMS) to RP, the system transfers to        (105) mode    -   Transition (138) At (113) mode, system is trying to set        communication with remote pilot (RP), if uplink is received it        transfers to (112) mode    -   Transition (139) At (112) mode, if uplink is lost, system        transfers to (113) mode    -   Transition (140) At (101) mode, system may be selected to ‘off’        by onboard pilot (P) when on ground, not moving and engine shut        down    -   Transition (141) At (105) mode, system may be selected to ‘off’        by remote pilot (RP) when on ground and not moving and engine        shut down

It is appreciated that the state chart of FIG. 7 is provided merely byway of example. More generally, PIC transition logic may operateaccording to several modes e.g. some or all of the following 4 modes:

a. Mode which emphasizes avoiding non coordinated or non-authorizedtransition: each transition requires both pilots to select the sametransition within a predetermined limited time window such as less thana minute or a couple of minutes or several minutes. In the example ofFIG. 7, some or all of the following transitions may operate within thismode: (124) transition from P to RP in non-training mode, (128)transition to on-board pilot rest mode.

b. Mode which emphasizes avoiding time delay: each transition occursimmediately upon request by the pilot expressing willingness to be pilotin command (PIC), even lacking the other pilot's consent. Priority maybe defined if both pilots express the same, simultaneously, e.g. the airpilot may enjoy priority over the remote pilot. In the example of FIG.7, some or all of the following transitions may operate within thismode: (125) onboard pilot grabs the control from the remote pilot (RP).(131) onboard pilot grabs the control from automatic system. (124) RPinstructor pilot grabs the controls from the onboard pilot in trainingmode only.

c. Mode employed when, due to difficult circumstances, neither of thehuman pilots are currently active as PIC: emphasize gaining immediatePIC by aircraft management computer (AMC) hence transitions occurwithout awaiting consent from either pilot. In the example of FIG. 7,some or all of the following transitions may operate within this mode:(130) and (134) transitions away from an onboard pilot that is confirmedas being in an incapacitation state, or away from the RP if uplink hasbeen lost.

d. When transition is not a major safety issue and/or is not a pilotchoice, transition occurs automatically. In the example of FIG. 7, someor all of the following transitions may operate within this mode: (122),(123), (139) and (138)

Typically, each transition in the system state chart operates accordingto a specific predetermined one of the above modes, however otherimplementations are possible.

According to certain embodiments, if the aircraft was being controlledby remote pilot and the aircraft management computer discerns thatuplink from the ground was lost, the aircraft management computertransition the piloting mode from pilot-in-command=remote-pilot, toautomatic (134) and a warning is provided, via alarm apparatus 10 (FIG.2), to at least the air pilot. Automatic detection of lost air-groundcommunication is known; e.g. in UAV's; for example, if one side fails toreceive from the other side an expected communication in an expectedtime slot for a predetermined number of communication cycles; or if anexpected ack signal fails to arrive e.g. for a predetermined number ofcommunication cycles.

Responsive to the warning, the pilot, unless incapacitated, is expectedto promptly transition the pilot-in-command mode from automatic toair-controlled, in which the pilot in command is the air pilot (i.e.transition 131 from state 110 to state 101).

When aircraft is performing a transition training flight e.g. to certifya new pilot to the aircraft, the above logic may be changed by enablingan instructor remote pilot (RP) to take over controls when needed.Typically only in the training mode, a transition (124) may be provided;At (103) if remote pilot (RP) selects RP (remote pilot) on Piloting ModeSelector (PMS) 150 or 155, system transfers to mode (106).

When aircraft is operated in airspace where local regulations mandateprevention of entry to forbidden air space the above logic may bechanged. For example, the logic may be changed by providing some or allof the following transitions (124; 130 and 131; other combinations):

-   -   (124) At (103) mode, if aircraft is approaching forbidden        airspace, and if remote pilot (RP) selects RP on his Piloting        Mode Selector (PMS) 150 or 155, system may transfer to (106)        mode    -   (130) At (101) mode, if aircraft approaches forbidden airspace,        the system transfers to (110) mode.    -   (131) At (110) mode, only if aircraft is out of prohibited air        space and if onboard pilot (P) selects Piloting Mode Selector        (PMS) 150 or 155 to P, the system may transfer to (101) mode.

FIG. 8 illustrates manual apparatus for selection of aPiloting/pilot-in-command mode; the apparatus may for example beincorporated into the airborne MMI of FIG. 5b as shown.

Pilot mode selector PMS 150 typically has a spring loaded centerposition.

Momentary deflection to one of the three illustrated positions otherthan the center, activates piloting mode selection logic in the AMC e.g.as per the state machine of FIG. 7. High-reliability implementations forthis type of logic exists in state of the art aircraft, e.g. the OTTO4way mini trim T4-0010 trim switch has high reliability and is monitoredby computer. The Piloting Mode Selector (PMS) 150 is typically part ofthe onboard MMI and is located in a position that is protected fromunintentional activation while the pilot is resting. For example, PMS150 may be located in a position which may only be reached by the pilotwhen his seat is in its upright position and cannot be reached when thepilot's seat is in its reclining position.

FIG. 9 is a simplified diagram of a pilot-in-command Mode Selector 155,e.g. a touch screen or push button/s. and may serve as an alternative toapparatus 150 of FIG. 8, in which case the apparatus 150 is eitheromitted (e.g. in FIG. 6) or implemented in parallel for redundancy (e.g.in the system of FIG. 5b ).

According to certain embodiments, switches 150, 155 allow a humanoperator to transition between modes of operation. Typically at leastone type of PMS (150 or 155) is deployed in the cockpit and in theground station. The logic for transitions between the states of FIG. 7may depend on the current state, and on momentary inputs from switch 150or 155.

It is appreciated that there are various possible switch implementationsand those specifically shown and described herein are merely examplesand that more generally, any suitable dedicated switch may be providedto enable pilots to define pilot-in-command modes, thereby to provideinput to the system logic described herein. For redundancy purposes, theapparatus of FIG. 8 and that of FIG. 9 may both be provided in thecockpit, and/or may both be provided on the ground. Alternatively, oneof the devices may be provided in the cockpit (e.g. the switch 150 whichbeing manual might be easier for an on-board pilot in distress tooperate) and one may be provided on the ground (e.g. touch screen 155,due to the remoteness of the ground station vis a vis the aircraft).

Pilot mode selector (155) may be a push button with display logic orgraphics on onboard pilot (P) & remote pilot (RP) MMI displays which mayor may not comprise a touch screen enabling the air pilot to selectpilot mode by touch. Pilot mode selector (155) presents the currentpiloting mode and enables remote pilot (RP) mode selection.

According to certain embodiments, the selector 150 or 155 communicateswith the aircraft management computer (15), which uses suitable logice.g. as per the state machine of FIG. 7, to determine the governingpiloting mode (e.g. air, ground, auto-pilot) at any given moment.

FIG. 10 illustrates a switch 170 for training mode selection which mayfor example be incorporated into the airborne MMI of FIG. 5b as shown.

It is appreciated that the aircraft may have a single-pilot cockpit Toenable safe transition training sessions of a new pilot on the type ofaircraft without instructor pilot onboard, a training mode can be used.In this mode an instructor senior pilot will be assigned as remotepilot. When this mode is operational, the logic is typically that theinstructor (“senior”) remote pilot typically may grab control from theair pilot in the event of an unsafe evolving scenario without the airpilot's consent.

Switch 170 determines whether the pilot in command transition logicoperates in normal mode or in training mode. Training mode typicallydiffers from normal mode only in that the remote pilot instructor maygrab control e.g. may immediately transition from onboard pilot incommand to remote pilot in command (transition 125 in FIG. 7) using hisground-deployed pilot mode switch 155, without requiring onboard pilottrainee confirmation.

The system status may be suitably displayed, both in the cockpit and inthe ground station, e.g. as shown in FIGS. 11a-11e . Typically, thedisplay of FIGS. 11a-11e indicates whether the pilot in command is theair pilot or the ground pilot, and also indicates the identity (airpilot or ground pilot) of the current co-pilot, if any. FIGS. 11a and11d are for single pilot operation (where pilot in command is the airpilot and the remote pilot, respectively); FIGS. 11b and 11c correspondto dual pilot operation (where pilot in command is the air pilot and theremote pilot, respectively and the co-pilot is the remote pilot and theair pilot, respectively); and FIG. 11e corresponds to autonomousoperation in which neither pilot is active (element 110 in FIG. 7).

FIG. 12 is a table showing distribution of responsibilities betweenairborne and remote pilots, according to certain embodiments of theinvention. The table of FIG. 12 may be used to improve or automate teamwork of airborne and remote pilots e.g. when both are active (one aspilot in command, and the other for monitoring and support).

Example logic for control and authority distribution between pilots maybe as follows, and may replace or augment conventional StandardOperation Procedures (SOP) defining teamwork between pilots.

As described herein, the hardware typically includes an apparatus fordefining a pilot in command (PIC) including:

(a) a typically momentary control switch (150 or 155) by which the airpilot and optionally the ground pilot may request transitions betweenpilot in command (PIC) states; and

(b) logic, e.g. as shown in FIG. 7, defining transitions between thestates as a function, inter alia, of transition requests expressed bypilot/s e.g. using their switch.

Typically, when both pilots (the airborne and ground pilots,respectively P & RP) are active exclusively, the PIC has operationalcontrols for some critical tasks e.g. as shown in the table of FIG. 12.Other tasks may typically be done by either or both pilots to enable theother pilot to assist the PIC in a high workload scenario. One advantageof the embodiment of FIG. 12 is that inappropriate mutual pilotinterference is prevented, unlike conventional dual pilot cockpits, inwhich only human pilot coordination prevents inappropriate mutual pilotinterference.

Regarding superscript 1 in the table of FIG. 12, according to certainembodiments, both pilots (PIC and non-PIC) may manage air trafficcontrol and aircraft communications by voice or data link.

Regarding superscript 2 in the table of FIG. 12, according to certainembodiments, in an autonomous mode, the aircraft only broadcasts itsstatus and flight plan by data link.

Regarding superscript 3 in the table of FIG. 12, according to certainembodiments, Pilot (P) may control aircraft flight path directly throughstick and throttle or by managing auto pilot and auto throttle.

Regarding superscript 4 in the table of FIG. 12, according to certainembodiments, Remote Pilot (RP) and aircraft management computer (AMC)may control the flight path only by managing the auto pilot and autothrottle.

Regarding superscript 5 in the table of FIG. 12, according to certainembodiments, lateral and vertical navigation may be programmed by bothpilots, but the pilot in command must confirm the navigation beforeexecution thereof.

Regarding superscript 6 in the table of FIG. 12, according to certainembodiments, Pilot may control all systems options. Remote pilot mightbe limited from doing some critical actions (as engine shut down) and inauto management mode only actions that require an immediate response areauthorized. Typically similarly to existing system automation in today'smodern transport aircraft (such as deploying oxygen masks upon loss ofcabin pressure).

FIG. 13 is a table showing control and authority logic, according tocertain embodiments, by AMC (aircraft management computer) 15, undervarious piloting modes.

It is appreciated that the various elements shown and described hereinabove may be provided separately or in any suitable combination. Forexample, FIG. 14 is a functional block diagram of an aircraft systemwhich may include some or all of the illustrated elements, e.g.: Element(210) typically comprises an integrated avionic system (“package”)similar to those installed in modern aircraft such as but not limited toGarmin 3000 or Collins Fusion.

-   -   Functional blocks in avionics package 210 may include some or        all of the following elements 221-228, 231 and 13:        -   (221) an air data computer (ADC),        -   (222) an attitude and heading reference system (AHRS),        -   (223) a communication, navigation and identification module            (CNI),        -   (225) a ground proximity warning system (GPWS),        -   (226) a weather radar; may include air to air mode        -   (227) an enhanced visual system (EVS),        -   (228) is a radio altimeter (RA) and        -   (231) flight management system (FMS).        -   (224) Traffic collision avoidance (TCA) e.g. as described            above with reference to DAA functionality 19 in FIGS. 2a-2b            . May include TICAS and ADS-B (e.g. L-3 T³CAS); provide            protection from other cooperating aircraft; and        -   Element (13) typically comprises a Pilot man machine            interface (MMI) suitably adapted to operate in conjunction            with embodiments shown and described herein, e.g. as            described herein with reference to FIG. 5 b.

Element (17) typically comprises a SAT Data link to maintain continuouspoint-to-point connectivity to ground station module that enables downand up link of data, voice and control inputs between avionic busses,and the ground station. The system may be based on, say, RockwellCollins ICG NEXTLink ICS-220A and may also include (a) secure module toprevent non-authorized element from interfering with the system (e.g.secure communication similar to any Internet communication for bankingtransactions)

Aircraft system control (ASC) 270 typically comprises a computer thatmonitors and controls the non-avionics systems 16 of FIGS. 2a, 2b and14. ASC 270 typically also interfaces between non avionics systems andthe avionics bus (230) thereby to enable monitoring and control ofaircraft system through the bus. Monitoring functionality may be similarto that performed on modern advanced aircraft e.g. Collins DCU on G-280.Monitor and control through a computer may employ any suitable systemarchitecture e.g. as ASC in Eclipse 500 by Curtiss Wright or ASC onPc-24 by ISS.

Digital power distribution unit (DPDU) 280 typically comprises computersthat enable control of the power distribution to the aircraft systemsthrough ASC or the avionic busses, e.g. Amatec 10912 series, orAstronics 1160-4.

Element (16) typically comprises conventional aircraft non-avionicsystems e.g. some or all of those shown in FIG. 14.

Element (260) typically comprises an Auto pilot e.g. similar to existingGFS-700 or Collins APS-85) typically with some or all of the followingmodifications:

-   -   (a) Capability to control auto pilot modes through avionics bus        (230) rather than only from dedicated auto pilot panel switches    -   (b) Capability to perform collision avoidance maneuver    -   (c) Emergency auto land capability on runways without ground        landing instrumentation e.g. ILS. This capability is operational        on IAI UAVs as Heron, and is useful e.g. to enable RP or AMC to        land the aircraft in case of pilot incapacitation.

Pilot seat (2) may be as described herein with reference to FIGS. 2a-2b. Back support may be lowered and feet support may be raised to (orclose to) horizontal using any suitable electrical actuation mechanisme.g. as in conventional passenger seat in first class or business classtransport aircraft.

Element (15) typically comprises a aircraft management computer whichmay be similar to existing UAV modules e.g. the IAI Heron. AMC 15typically includes suitable PIC logic e.g. as described herein withreference to FIG. 7 and typically enables autonomous piloting functione.g. in 2 scenarios:

(a) to bridge short time gaps in transition from RT to P (125) whenuplink was lost and P did not take over immediately; and/or(b) in case of incapacitation of pilot with no uplink in which case theAMC 15 may compensate for lack of air pilot and remote pilot inputs.

Typically, the aircraft management computer (15) may be configured tosuitable normal condition flight path selection functionality. Normalcondition flight path selection functionality may include some or all ofthe following functionalities:

i. If auto pilot was engaged to maintain a specific flight plan route(e.g. LNAV—lateral navigation mode), altitude, flight level change orVNAV (vertical navigation mode) and speed, then upon transition toPIC=AMC, these continue to be maintained.

ii. If speed and/or altitude were not engaged, then at the transition toPIC=MAC, AMC 15 sets auto pilot to maintain the existing altitude and/orspeed. However, if altitude and/or speed are deemed unsafe, usingpredefined rules, AMC 15 sets a default safe altitude and/or speed,using predefined rules.

iii. If auto pilot was not engaged to maintain flight plan route (e.g.at heading mode), AMC may set auto pilot to maintain last heading for apredetermined time period (Th) (e.g. 3 minutes, or 2, or 4, or valuestherebetween) and then set auto-pilot to direct to the next waypoint, tofollow last confirmed flight plan route.

iv. If there is no signed flight plan, AMC 15 may set auto pilot toenter hold pattern.

v. If collision avoidance system activates resolution advisory flightguidance, AMC 15 may set the auto pilot to follow that guidance. Uponback to clear from conflict status, the AMC 15 may restore auto pilot tothe previous set up.

Typically, the aircraft management computer (15) may be operative toperform a suitable abnormal condition coping procedure e.g. includingsome or all of the following:

i. If, once a predetermined time period (Te) from the transition toPIC=AMC has elapsed (e.g. 1 minute or order of magnitude 1 minute), theAMC detects an emergency situation that requires an immediate response,using predetermined rules, the AMC 15 performs immediate actionsrequired e.g. as defined by aircraft flight manual emergency procedures.For example, if cabin pressure declines to below a predetermined value,the AMC 15 may initiate emergency descent procedure e.g. as implementedautomatically in IAI G-280.ii. If a predetermined time window (Ti) has elapsed (e.g. 5 minutes, or3 min, or 10 min, or values therebetween) and neither air pilot norremote pilot have taken over, AMC 15 assumes continuous incapacitationpilot with lost uplink and operates accordingly e.g.: resets thenavigation system to land at the nearest suitable airport;sets aircraft systems to follow descent approach, landing and afterlanding procedures and transmits, on ATC emergency frequency, itssituation and the new rerouting.The AMC 15 is typically able to carry out emergency landing on a runwaywithout ILS (instrument landing system), e.g. as in IAI UAV's such asHeron.

Advantages of certain embodiments include:

(a) affordable, on demand, personal long range/internationaltransportation by small aircraft at a fraction of cost of alternativesavailable today.

(b) self-piloted private flight pilot may utilize the cruise-phase timefor other tasks e.g. a businessman flying himself to a business meetingmay utilize the time for preparation of a meeting.

It is appreciated that the flight operation method and airborne andground systems shown and described herein allows intercontinentalflights (4000-5000 nm) for 1-4 passengers to be conducted in a mannerwhich, it is believed, is no more risk-prone than certain existingflights, as well as other risk-prone activities tolerated by societysuch as automobile travel, although only a single pilot is on board.Risk to human life is small, when, as described herein, only 1-4passengers and a single pilot are on board, on the one hand, and whenthe route is largely over water, rather than over populated areas, onthe other hand. Also, small jets may be employed, using some or all ofthe aspects shown and described herein, to transport, say, 1-4passengers from one continent to another, in such a way that the totalflight length exceeds the single on-board pilot's maximal allowed hoursof work (e.g. because the air-pilot, other than emergencies, is causedto be operational only for a fraction of the total flight time e.g. onlyduring ascent and descent), and nonetheless the flight is safe.Overhead, hence cost per passenger, is greatly reduced relative to theconventional 2-pilots-on-board minimum crew option for some or all ofthe following reasons:

i. the second pilot, if on the ground, need not travel to anothercontinent and back thereby reducing the duty time overhead incurred bythe second pilot substantially—relative to employing a second air pilot,as is conventional, whose duty time considerably exceeds the actualflight time and who often incurs significant overnight accommodationexpenses. Use of a remote e.g. on-the-ground remote pilot, rather than asecond airborne pilot, may reduce 30% of the total flight cost;

ii. the 1-pilot cockpit is smaller, hence the aircraft is smaller(narrower and/or shorter; it is believed that provision of a narrower,one-pilot cockpit which may be seated more deeply within the front tipof the aircraft than a wider, 2-pilot cockpit, may reduce 80 cm from thelength of the aircraft which may result in: a decrease in the totalsurface area of the aircraft (e.g. 5-7%) hence less drag, and less basicoperation weight of the aircraft leading to reduced fuel consumption andreduced cost per distance and increased total distance for the availableamount of fuel.

iii. Typically, the pilot is in his (reclining) pilot seat whenoff-duty, rather than out of the cockpit, thereby saving space. Enablingin-cockpit rest for the airborne (onboard) pilot also ensures ensuringthat the on-board pilot at rest may be made operational within a timeperiod comparable to or less than the time period required for anon-board pilot, flying conventionally, to return from a permittedrestroom trip. Typically, all that needs to be done to cause the pilotto become fully operational, say during cruise, is some or all of thefollowing: operate a pilot-sensible alarm triggered by the aircraft'savionic systems e.g. AMC 15, restore the pilot's seat from its recliningmode to its operational mode if relevant, and for the pilot to acceptcontrol by operating the PMS switch. Typically, the PMS switch isconfigured and located to avoid unintentional actuation by the pilotwhile he is at rest.

The operational method and system shown and described herein isadvantageous because the existing need to transport a lone passenger orpairs of passengers intercontinentally is hereby met far morecost-effectively than is presently the case, perhaps as much asfour-fold, given that the two-pilot aircraft conventionally used forthis purpose are much larger, hence more costly. Finally, it isappreciated that the remote pilot may, if desired, operate as a co-pilotduring the entire flight, devoting exclusive attention to this flightonly as opposed to previous proposals for employing one remote pilot forseveral concurrently flying aircraft, thereby reducing certain risksrelative to an aircraft whose entire crew is airborne, since airbornepilots, if incapacitated or overcome, cannot be replaced.

It is appreciated that certain embodiments shown and described hereinmay be safer than conventional FAR23-approved single pilot operation forthe following reasons:

a. in the most critical phases of flight, take-off and landing, theonboard pilot is supported by a remote pilot who may cross check all hisactivities and reduce workload as if the aircraft had a two-man crew;and/orb. additional redundancy is provided, because if the onboard pilot is instress, or in physiological failure, or in the event of technicalfailure, the remote pilot may support or take over safely (e.g.transition 124 in FIG. 7).

It is appreciated that each component which includes logic e.g.components 13, 14, 15, 16, 23, 25, 57, 56, 58, 60-64, 66, 69, 68 and thesystems of FIGS. 5 and 7 may be implemented by one or more processors.

It is appreciated that terminology such as “mandatory”, “required”,“need” and “must” refer to implementation choices made within thecontext of a particular implementation or application describedherewithin for clarity and are not intended to be limiting since in analternative implantation, the same elements might be defined as notmandatory and not required or might even be eliminated altogether.

It is appreciated that software components of the present inventionincluding programs and data may, if desired, be implemented in ROM (readonly memory) form including CD-ROMs, EPROMs and EEPROMs, or may bestored in any other suitable typically non-transitory computer-readablemedium such as but not limited to disks of various kinds, cards ofvarious kinds and RAMs. Components described herein as software may,alternatively, be implemented wholly or partly in hardware and/orfirmware, if desired, using conventional techniques, and vice-versa.Each module or component may be centralized in a single location ordistributed over several locations.

Included in the scope of the present disclosure, inter alia, areelectromagnetic signals in accordance with the description herein. Thesemay carry computer-readable instructions for performing any or all ofthe operations of any of the methods shown and described herein, in anysuitable order including simultaneous performance of suitable groups ofoperations as appropriate; machine-readable instructions for performingany or all of the operations of any of the methods shown and describedherein, in any suitable order; program storage devices readable bymachine, tangibly embodying a program of instructions executable by themachine to perform any or all of the operations of any of the methodsshown and described herein, in any suitable order; a computer programproduct comprising a computer useable medium having computer readableprogram code, such as executable code, having embodied therein, and/orincluding computer readable program code for performing, any or all ofthe operations of any of the methods shown and described herein, in anysuitable order; any technical effects brought about by any or all of theoperations of any of the methods shown and described herein, whenperformed in any suitable order; any suitable apparatus or device orcombination of such, programmed to perform, alone or in combination, anyor all of the operations of any of the methods shown and describedherein, in any suitable order; electronic devices each including atleast one processor and/or cooperating input device and/or output deviceand operative to perform e.g. in software any operations shown anddescribed herein; information storage devices or physical records, suchas disks or hard drives, causing at least one computer or other deviceto be configured so as to carry out any or all of the operations of anyof the methods shown and described herein, in any suitable order; atleast one program pre-stored e.g. in memory or on an information networksuch as the Internet, before or after being downloaded, which embodiesany or all of the operations of any of the methods shown and describedherein, in any suitable order, and the method of uploading ordownloading such, and a system including server/s and/or client/s forusing such; at least one processor configured to perform any combinationof the described operations or to execute any combination of thedescribed modules; and hardware which performs any or all of theoperations of any of the methods shown and described herein, in anysuitable order, either alone or in conjunction with software. Anycomputer-readable or machine-readable media described herein is intendedto include non-transitory computer- or machine-readable media.

Any computations or other forms of analysis described herein may beperformed by a suitable computerized method. Any operation orfunctionality described herein may be wholly or partiallycomputer-implemented e.g. by one or more processors. The invention shownand described herein may include (a) using a computerized method toidentify a solution to any of the problems or for any of the objectivesdescribed herein, the solution optionally include at least one of adecision, an action, a product, a service or any other informationdescribed herein that impacts, in a positive manner, a problem orobjectives described herein; and (b) outputting the solution.

The system may, if desired, be implemented as a web-based systememploying software, computers, routers and telecommunications equipmentas appropriate.

Any suitable deployment may be employed to provide functionalities e.g.software functionalities shown and described herein. For example, aserver may store certain applications, for download to clients, whichare executed at the client side, the server side serving only as astorehouse. Some or all functionalities e.g. software functionalitiesshown and described herein may be deployed in a cloud environment.Clients e.g. mobile communication devices such as smartphones may beoperatively associated with, but external to, the cloud.

The scope of the present invention is not limited to structures andfunctions specifically described herein and is also intended to includedevices which have the capacity to yield a structure, or perform afunction, described herein, such that even though users of the devicemay not use the capacity, they are, if they so desire, able to modifythe device to obtain the structure or function.

Features of the present invention, including operations, which aredescribed in the context of separate embodiments may also be provided incombination in a single embodiment. For example, a system embodiment isintended to include a corresponding process embodiment and vice versa.Also, each system embodiment is intended to include a server-centered“view” or client centered “view”, or “view” from any other node of thesystem, of the entire functionality of the system, computer-readablemedium, apparatus, including only those functionalities performed atthat server or client or node. Features may also be combined withfeatures known in the art and particularly, although not limited to,those described in the Background section or in publications mentionedtherein.

Conversely, features of the invention, including operations, which aredescribed for brevity in the context of a single embodiment or in acertain order may be provided separately or in any suitablesubcombination, including with features known in the art (particularlyalthough not limited to those described in the Background section or inpublications mentioned therein) or in a different order. “e.g.” is usedherein in the sense of a specific example which is not intended to belimiting. Each method may comprise some or all of the operationsillustrated or described, suitably ordered e.g. as illustrated ordescribed herein.

Devices, apparatus or systems shown coupled in any of the drawings mayin fact be integrated into a single platform in certain embodiments ormay be coupled via any appropriate wired or wireless coupling such asbut not limited to optical fiber, Ethernet, Wireless LAN, HomePNA, powerline communication, cell phone, PDA, Blackberry GPRS, Satelliteincluding GPS, or other mobile delivery. It is appreciated that in thedescription and drawings shown and described herein, functionalitiesdescribed or illustrated as systems and sub-units thereof can also beprovided as methods and operations therewithin, and functionalitiesdescribed or illustrated as methods and operations therewithin can alsobe provided as systems and sub-units thereof. The scale used toillustrate various elements in the drawings is merely exemplary and/orappropriate for clarity of presentation and is not intended to belimiting.

1. An aircraft system, comprising: a single pilot cockpit; and anaircraft management computer (AMC) controlled by an On-board Pilot ManMachine Interface (MMI) in the cockpit and configured, using aprocessor, to: (a) transfer aircraft control intermittently betweenonboard piloting mode (pilot-in-command=airborne pilot), remote pilotingmode (pilot-in-command=remote pilot) and automatic pilot-in-commandmode; (b) to transition between a first operational state in whichcontrol inputs from the pilot are accepted, and a second neutralizedstate (“sleep” state), in which (unintentional) control inputs from thepilot are not accepted, and (c) to provide air-ground synchronization inwhich controls executed from ground are presented on-board and viceversa; wherein when the remote pilot is in-command and the aircraftmanagement computer detects loss of uplink communication, the aircraftmanagement computer automatically reverts to automatic pilot-in-commandmode, until such time as the air pilot actively assumes command.
 2. Thesystem according to claim 1, further comprising a ground station mannedby the remote pilot and having an MMI synchronized to the aircraft's MMIand wherein synchronization provided employs synchronization technologyused to synchronize a plurality of redundant avionics systems manned bya plurality of airborne pilots respectively.
 3. The system according toclaim 1, further comprising a pilot-sensible warning provider in thecockpit, wherein the MMI is operative to detect at least one emergencysituation, including loss of aircraft-ground communication andresponsively, to activate the warning provider.
 4. The system accordingto claim 1, further comprising a switch in the cockpit which enables theon-board pilot to request control responsive to which the MMI transferscontrol to onboard piloting mode.